EP4538124A1

EP4538124A1 - Improved roof safety assembly for a work vehicle

Info

Publication number: EP4538124A1
Application number: EP24205667.9A
Authority: EP
Inventors: Gennaro Monacelli; Giuseppe Cordua
Original assignee: CNH Industrial Italia SpA
Current assignee: CNH Industrial Italia SpA
Priority date: 2023-10-11
Filing date: 2024-10-09
Publication date: 2025-04-16
Also published as: IT202300021153A1

Abstract

Roof safety assembly for a cabin of a work vehicle, comprising a support structure (41) configured to be connected to the cabin (5) and impact-absorbing means (42) configured to absorb energy in case of impact of the vehicle (1) with ground (G), wherein the impact-absorbing means (42) are configured to be carried by the support structure (41) and surround at least a portion of a perimeter of the support structure (41).

Description

TECHNICAL FIELD

The present invention concerns a roof safety assembly for a work vehicle, and a work vehicle comprising such roof safety assembly.
The present invention finds its preferred, although not exclusive, application in an agricultural vehicle, such as a tractor.

BACKGROUND OF THE INVENTION

As is known, an agricultural vehicle, such as a tractor, is subject to the risk of rollover.
In particular, it is estimated that at least one in ten operators will overturn a tractor in their lifetime. Tractor rollovers are the main cause of fatal accidents on several farms. The probability of the operator dying in case of a tractor rollover increases if the operator is unbelted. Eighty per cent of tractor rollover fatalities also involve experienced operators.
Furthermore, even when the operator survives, the tractor cabin is severely damaged after a rollover.
Therefore, the need is felt to improve safety and robustness of known work vehicles.
An aim of the present invention is to satisfy the aforementioned need in a cost-effective and optimised manner.

SUMMARY OF THE INVENTION

The aforementioned aim is reached by a roof safety assembly and a work vehicle as claimed in the appended set of claims.

BRIEF DESCRIPTION OF DRAWINGS

For a better understanding of the present invention, a preferred embodiment is described in the following, by way of a non-limiting example, with reference to the attached drawings wherein:

figure 1 is a side view of a work vehicle comprising a roof safety assembly according to the invention;
figure 2 is a schematic cross-sectional view of a cabin of the work vehicle of figure 1, with parts removed for the sake of clarity;
figure 3 is a perspective view of the cabin of figure 2, with parts removed for the sake of clarity;
figure 4 is a perspective view of the roof safety assembly according to the invention; and
figure 5 is an exploded perspective view of the roof safety assembly of figure 4.

DETAILED DESCRIPTION OF THE INVENTION

Figure 1 illustrates a work vehicle 1 according to the present invention. Preferably, the vehicle 1 is an agricultural vehicle, such as a tractor.
The vehicle 1 is of known type, extends along a longitudinal axis A and comprises a front portion 3, a rear portion 4, and a cabin 5 longitudinally interposed between the front portion 3 and the rear portion 4.
Conveniently, the vehicle 1 comprises a pair of front wheels 6 arranged in the front portion 3 and a pair of rear wheels 7 arranged in the rear portion 4.
Conveniently, the cabin 5 comprises a floor 11, a plurality of pillars 12 and a roof assembly 13 carried by the plurality of pillars 12.
In particular, the plurality of pillars 12 comprises two front pillars 12a, connected to the front portion 3 of the vehicle 1, and two rear pillars 12b, connected to the rear portion 4 of the vehicle 1. The floor 11 extends substantially parallel to the longitudinal axis A, while the two front pillars 12a and the two rear pillars 12b are inclined, e.g. orthogonal, with respect to the longitudinal axis A.
Conveniently, the roof assembly 13 comprises a roof 14 configured to cover the cabin 5 and a plurality of elements 15 arranged on the side of the roof 14 facing the floor 11.
In particular, the roof 14 extends substantially parallel to the longitudinal axis A, and is substantially parallel to the floor 11. The plurality of elements 15 may comprise roller blinds.
Conveniently, the cabin 5 is configured to house a seat 21 for an occupant O of the cabin, and comprises a plurality of windowed areas 22 allowing the occupant O to see outside the cabin 5.
In particular, the seat 21 is carried by the floor 11, and the plurality of windowed areas 22 comprise a front windowed area 22a, arranged between the two front pillars 12a, and two side windowed areas 22b, each arranged between a respective front pillar 12a and a respective rear pillar 12b.
The vehicle 1 comprises a roof safety assembly 31, as described in detail hereinafter. Preferably, the roof safety assembly 31 is interposed between the pillars 12 and the roof 14.
In particular, the roof safety assembly 31 is arranged on the side of the roof 14 facing the floor 11, and preferably near the elements 15 of the roof assembly 13.
Conveniently, the roof safety assembly 31 is configured to be carried by the pillars 12.
Preferably, the roof safety assembly 31 is detachably connected to, i.e. detachable from, the pillars 12.
In particular, the roof safety assembly 31 is configured to be connected to the pillars 12 via a detachable connection, preferably via threaded elements such as screws.
The roof safety assembly 31 (figures 4 and 5) comprises a support structure 41 configured to be connected to the cabin 5 and impact-absorbing means 42 configured to absorb energy in case of impact of the vehicle 1 with ground G. The impact-absorbing means 42 are configured to be carried by the support structure 41 and surround at least a portion of a perimeter of the support structure 41.
In particular, the impact-absorbing means 42 are connected to the support structure 41 and at least partially surround the perimeter of the support structure 41. Preferably, the impact-absorbing means 42 are detachably connected to, i.e. detachable from, the support structure 41, as described in detail hereinafter.
Preferably, the support structure 41 defines a region R and the impact-absorbing means 42 extend externally to the region R.
In particular, the perimeter of the support structure 41 defines the region R and the impact-absorbing means 42 extends externally thereto. In other words, the impact-absorbing means 42 extend outwards from the support structure 41. Preferably, the region R is convex.
Preferably (figure 3), the support structure 41 defines a longitudinal axis B and comprises a front portion 51 intersecting the longitudinal axis B and two side portions 52 extending from opposite sides with respect to the longitudinal axis B. The front portion 51 is configured to be connected to a front portion 61 of the cabin 5 and the two side portions 52 are configured to be connected to respective side portions 62 of the cabin 5. The impact-absorbing means 42 are configured to surround at least one of the two side portions 52 of the support structure 41.
In particular, the front portion 51 of the support structure 41 intersects the longitudinal axis B, whereas the two side portions 52 of the support structure 41 do not intersect the longitudinal axis B. In use, the longitudinal axis B is parallel to the longitudinal axis A of the vehicle 1. Conveniently, the front portion 61 of the cabin 5 faces the front portion 3 of the vehicle 1, while the side portions 62 of the cabin 5 extend sideways. Preferably, the front portion 51 of the support structure 41 is interposed between the roof 14 and the front windowed area 22a, while the side portions 52 of the support structure 41 are interposed between the roof 14 and the respective side windowed areas 22b. Conveniently, at least one of the two side portions 52 of the support structure 41 is interposed between the longitudinal axis B and the impact-absorbing means 42. Preferably, each side portion 52 of the support structure 41 is interposed between the longitudinal axis B and the impact-absorbing means 42, i.e. the impact-absorbing means 42 surround both side portions 52 of the support structure 41.
Preferably, the support structure 41 comprises a frame 71 substantially shaped as a quadrilateral. The front portion 51 of the support structure 41 substantially corresponds to a front edge of the quadrilateral and the two side portions 52 of the support structure 41 substantially correspond to side edges of the quadrilateral connected to the front edge. Conveniently, the support structure 41 comprises a rear portion 81 which substantially corresponds to the fourth edge of the quadrilateral and is connected to the side edges of the quadrilateral.
In particular, the support structure 41 is hollow. The front portion 51 and the side portions 52, as well as the rear portion 81, of the support structure 41 are elongated elements, such as beams. The shape of the frame 71 is substantially a quadrilateral which defines the region R and extends parallel to the longitudinal axis B. Preferably, the quadrilateral is a trapezium, and the front portion 51 and the rear portion 81 of the support structure 41 substantially correspond to the parallel edges of the trapezium. Preferably, the trapezium is isosceles, i.e. the side portions 52 of the support structure 41 have substantially the same length. In particular, the trapezium may be a rectangle, such as a square. Preferably, the front portion 51 of the support structure 41 extends substantially orthogonally to the longitudinal axis B.
Preferably, the support structure 41 extends substantially parallel to the roof 14, i.e. the quadrilateral is substantially parallel to the roof 14. Conveniently, the support structure 41 is substantially coplanar to the roof assembly 13.
Conveniently, the support structure 41 is symmetrical with respect to a plane parallel to the longitudinal axis B and orthogonal to the quadrilateral.
Conveniently, the support structure 41 is made of metal.
Preferably, the impact-absorbing means 42 comprise two deformable elements 91. Each deformable element 91 is configured to be connected to the support structure 41.
In particular, each deformable element 91 is configured to absorb energy by deforming in case of impact of the vehicle 1 with the ground G.
Conveniently, the deformable elements 91 have substantially the same shape.
Preferably, each deformable element 91 comprises an accordion-shaped element 92.
In particular, each element 92 is shaped as an accordion so as to absorb energy quickly and gradually, by progressively closing in case of impact of the vehicle 1 with the ground G. Preferably, each accordion-shaped element 92 is made of metal.
Conveniently, the accordion-shaped elements 92 have substantially the same shape.
Preferably, the impact-absorbing means 42 comprise connecting means 93 configured to connect the two deformable elements 91. The connecting means 93 are more rigid than the deformable elements 91.
In particular, the connecting means 93 are configured to transmit energy to the two deformable elements 91 in case of impact of the vehicle 1 with the ground G, so that both deformable elements 91 can absorb energy in case of impact of the vehicle 1 with the ground G. Conveniently, the connecting means 93 are more rigid, i.e. less easily deformable, than the deformable elements 91.
Preferably, the connecting means 93 comprise a bar 94.
In particular, the bar 94 is a metal bar which is more rigid, i.e. less easily deformable, than the two deformable elements 91.
Preferably, the impact-absorbing means 42 comprise two impact-absorbing structures 101. Each impact-absorbing structure 101 comprises two of the aforementioned deformable elements 91.
In particular, each deformable element 91 of each impact-absorbing structure 101 is configured to be connected to the support structure 41. Preferably, each deformable element 91 of each impact-absorbing structure 101 comprises the aforementioned accordion-shaped element 92. Conveniently, the two deformable elements 91 of each impact-absorbing structure 101 are connected by the aforementioned connecting means 93, which are more rigid than the deformable elements 91.
Conveniently, the impact-absorbing structures 101 have substantially the same shape.
Preferably, the two impact-absorbing structures 101 are configured to surround, respectively, the two side portions 52 of the support structure 41.
In particular, each side portion 52 of the support structure 41 is interposed between the longitudinal axis B and a respective impact-absorbing structure 101, i.e. each side portion 52 of the support structure 41 faces the respective impact-absorbing structure 101. In other words, each impact-absorbing structure 101 is configured to surround a respective side portion 52 of the support structure 41.
Preferably, each impact-absorbing structure 101 comprises the aforementioned bar 94, i.e. each impact-absorbing structure 101 comprises a respective bar 94. The bar 94 of each impact-absorbing structure 101 extends substantially parallel to the respective side portion 52 of the support structure 41.
In particular, the two deformable elements 91 of each impact-absorbing structure 101 are connected by the respective bar 94, which is substantially parallel to the respective side portion 52 of the support structure 41. The bar 94 is configured to transmit energy to the two deformable elements 91 of the respective impact-absorbing structure 101 in case of impact of the vehicle 1 with the ground G, so that both deformable elements 91 of the respective impact-absorbing structure 101 can absorb energy in case of impact of the vehicle 1 with the ground G. Conveniently, the bar 94 is more rigid, i.e. less easily deformable, than the two deformable elements 91 of the respective impact-absorbing structure 101. Preferably, the bar 94 comprises two end portions which are bent, e.g. orthogonally, towards the two deformable elements 91 of the respective impact-absorbing structure 101.
Preferably, each impact-absorbing structure 101 comprises two coupling elements 111 corresponding to respective corners of the aforementioned quadrilateral and configured to be connected to respective ends of the respective side portion 52 of the support structure 41.
In particular, the impact-absorbing means 42 comprise four coupling elements 111, two for each impact-absorbing structure 101. The four coupling elements 111 define respective angular portions of the support structure 41 which substantially correspond to the four corners of the quadrilateral. Each coupling element 111 of each impact-absorbing structure 101 is configured to be connected to a respective end of the side portion 52 surrounded by the impact-absorbing structure 101.
Conveniently, each coupling element 111 of each impact-absorbing structure 101 is also configured to be connected to a respective end of either the front portion 51 of the support structure 41 or the rear portion 81 of the support structure 41. In other words, two coupling elements 111 are configured to be connected to a respective end of the front portion 51 of the support structure 41 and to a respective end of the respective side portion 52 of the support structure 41, and two coupling elements 111 are configured to be connected to a respective end of the rear portion 81 of the support structure 41 and to a respective end of the respective side portion 52 of the support structure 41.
Conveniently, the coupling elements 111 have substantially the same shape.
Preferably, each impact-absorbing structure 101 comprises two intermediate elements 121. Each intermediate element 121 is interposed between one of the aforementioned coupling elements 111 and one of the aforementioned deformable elements 91.
In particular, the impact-absorbing means 42 comprise four intermediate elements 121, two for each impact-absorbing structure 101. Each deformable element 91 of each impact-absorbing structure 101 is connected to the respective coupling element 111 via the respective intermediate element 121. Preferably, each intermediate element 121 is welded to the respective coupling element 111.
Conveniently, the intermediate elements 121 have substantially the same shape.
Preferably, each intermediate element 121 extends substantially parallel to the front portion 51 of the support structure 41.
In particular, each intermediate element 121 extends, from the respective coupling element 111, substantially orthogonally to the longitudinal axis B. Preferably, each intermediate element 121 extends, from the respective coupling element 111, substantially parallel to the front portion 51 of the support structure 41 and the rear portion 81 of the support structure 41.
Preferably, each coupling element 111 is configured to be connected to a respective pillar 12 of the cabin.
In particular, the four coupling elements 111 are configured to be connected to the four pillars 12 of the cabin 5. Conveniently, two coupling elements 111 are configured to be connected, respectively, to the two front pillars 12a, and two coupling elements 111 are configured to be connected, respectively, to the two rear pillars 12b. Preferably, the coupling elements 111 are configured to be carried by the pillars 12.
Preferably, each impact-absorbing structure 101 is detachable from the support structure 41.
In particular, each impact-absorbing structure 101 is configured to be connected to the support structure 41 via a detachable connection, preferably via threaded elements such as screws. Conveniently, the coupling elements 111 of the impact-absorbing structures 101 are detachably connected to, i.e. detachable from, the support structure 41. Each coupling element 111 of each impact-absorbing structure 101 is configured to be detachably connected to, i.e. detachable from, a respective end of the side portion 52 surrounded by the impact-absorbing structure 101. Conveniently, each coupling element 111 of each impact-absorbing structure 101 is also configured to be detachably connected to, i.e. detachable from, a respective end of either the front portion 51 of the support structure 41 or the rear portion 81 of the support structure 41. In other words, two coupling elements 111 are configured to be detachably connected to, i.e. detachable from, a respective end of the front portion 51 of the support structure 41 and to a respective end of the respective side portion 52 of the support structure 41, and two coupling elements 111 are configured to be detachably connected to, i.e. detachable from, a respective end of the rear portion 81 of the support structure 41 and to a respective end of the respective side portion 52 of the support structure 41.
Preferably, the roof safety assembly 31 comprises a subframe 131 configured to be carried by the support structure 41, and one or more airbags 141 configured to be carried by the subframe 131.
In particular, the frame 71 is configured to carry the subframe 131 which in turn is configured to carry one or more airbags 141. Conveniently, each airbag 141 comprises an inflatable bag 142 configured to be automatically inflated in case of impact of the vehicle 1 with the ground G.
Preferably, the subframe 131 is detachably connected to, i.e. detachable from, the support structure 41.
In particular, the subframe 131 is configured to be connected to the support structure 41 via a detachable connection, preferably via threaded elements such as screws.
Preferably, the subframe 131 extends internally to the region R.
In particular, the perimeter of the support structure 41 defines the region R and the subframe 131 extends internally thereto. In other words, the subframe 131 extends inwards from the support structure 41.
Conveniently (figure 2), the bag 142 of each airbag 141 is configured to be automatically inflated inside the cabin 5 so as to protect the occupant O in case of impact of the vehicle 1 with the ground G. Preferably, the bag 142 of each airbag 141 is configured to expand from the subframe 131 towards the floor 11 of the cabin 5 while being automatically inflated.
Preferably, the subframe 131 comprises two brackets 151 configured to carry, respectively, two of the aforementioned airbags 141.
In particular (figure 5), each bracket 141 is configured to carry a respective airbag 141. Preferably, the subframe 131 comprises a front portion 161 intersecting the longitudinal axis B and two side portions 162 extending from opposite sides with respect to the longitudinal axis B. The front portion 161 of the subframe 131 faces the front portion 51 of the support structure 41, while the two side portions 162 of the subframe 131 face the respective side portions 52 of the support structure 41. Conveniently, the subframe 131 comprises a rear portion 171 connected to the side portions 162 of the subframe. The front portion 161, the side portions 162 and the rear portion 171 of the subframe 131 define a quadrilateral which extends internally to the region R and extends parallel to the longitudinal axis B. Preferably, the quadrilateral is a trapezium, and the front portion 161 and the rear portion 171 of the subframe 131 substantially correspond to the parallel edges of the trapezium. Preferably, the trapezium is isosceles, i.e. the side portions 162 of the subframe 131 have substantially the same length. In particular, the trapezium may be a rectangle, such as a square. Preferably, the front portion 161 of the subframe 131 extends substantially orthogonally to the longitudinal axis B.
Conveniently, the subframe 131 comprises connecting portions 181 configured to connect the subframe 131 to the support structure 41. Preferably, each connecting portion 181 is configured to be connected to the support structure 41 via a detachable connection, preferably via threaded elements such as screws. Each connecting portion 181 is connected to at least one of the front portion 161, the side portions 162 and the rear portion 171 of the subframe 131. Preferably, each connecting portion 181 extends from a respective corner of the quadrilateral defined by the front portion 161, the side portions 162 and the rear portion 171 of the subframe 131.
Preferably, the subframe 131 comprises an intermediate portion 191 which is interposed between the side portions 162 of the subframe 131, connects the front portion 161 and the rear portion 171 of the subframe 131 and is preferably parallel to the longitudinal axis B.
Conveniently, each bracket 151 is connected to at least one of the front portion 161, the side portions 162, the rear portion 171 and the intermediate portion 191 of the subframe 131.
Preferably, the two brackets 151 extend from opposite sides with respect to the longitudinal axis B.
Conveniently, the brackets 151 have substantially the same shape.
Preferably, the two brackets 151 are convergent towards the front portion 51 of the support structure 41.
In particular, the two brackets 151 are convergent towards the front portion 161 of the subframe 131, which faces the front portion 51 of the support structure 41 and is substantially parallel to the front portion 51 of the support structure 41. Conveniently, each bracket 151 extends from the intersection between the rear portion 171 and the respective side portion 162 of the subframe 131 to the intersection between the front portion 161 and the intermediate portion 191 of the subframe 131. Preferably, the two brackets 151 jointly define a "V shape".
Conveniently, the bag 142 of each airbag 141 is configured to be interposed between the occupant O, in particular head and torso of the occupant O, and a respective front pillar 12a while being automatically inflated. Preferably, the bags 142 of the airbags 141 are configured to be interposed between the occupant O, in particular head and torso of the occupant O, and the plurality of windowed areas 22 while being automatically inflated.
Preferably, the subframe 131 extends substantially parallel to the roof 14, i.e. the quadrilateral defined by the front portion 161, the side portions 162 and the rear portion 171 of the subframe 131 is substantially parallel to the roof 14. Conveniently, the subframe 131 is substantially coplanar to the support structure 41.
Conveniently, the subframe 131 is symmetrical with respect to a plane parallel to the longitudinal axis B and orthogonal to the quadrilateral defined by the front portion 161, the side portions 162 and the rear portion 171 of the subframe 131.
In use, the roof safety assembly 31 is connected to the cabin 5 of the vehicle 1.
In particular, the roof safety assembly 31 is interposed between the pillars 12 and the roof 14. Conveniently, the roof safety assembly 31 is carried by the pillars 12. Preferably, the roof safety assembly 31 is detachably connected to, i.e. detachable from, the pillars 12. Preferably, the front portion 51 of the support structure 41 is connected to the front portion 61 of the cabin 5 and the two side portions 52 of the support structure 41 are connected to the respective side portions 62 of the cabin 5. Preferably, the four coupling elements 111 are connected to the four pillars 12 of the cabin 5. Conveniently, two coupling elements 111 are connected, respectively, to the two front pillars 12a, and two coupling elements 111 are connected, respectively, to the two rear pillars 12b.
Conveniently, the impact-absorbing means 42, in particular the two impact-absorbing structures 101, are connected, preferably detachably, to the support structure 41. Preferably, the subframe 131 is connected, preferably detachably, to the support structure 41.
In case of impact of the vehicle 1 with the ground G, i.e. in case of rollover, the impact-absorbing means 42, which surround at least a portion of a perimeter of the support structure 41, absorb the energy transmitted by the impact of the cabin 5 with the ground G, thus reducing the energy transmitted to the support structure 41 and in turn to the cabin 5.
In particular, the deformable elements 91 absorb energy by deforming. Conveniently, the accordion-shaped elements 92 absorb energy quickly and gradually, by progressively closing. The connecting means 93 transmit energy to the two deformable elements 91, so that both deformable elements 91 can absorb energy.
Conveniently, the two impact-absorbing structures 101 surround, respectively, the two side portions 52 of the support structure 41, thus effectively absorbing energy in case of side rollovers (also known as "roll-on-side").
In particular, the deformable elements 91 of the impact-absorbing structures 101 are connected to the respective coupling elements 111 via the respective intermediate elements 121 which extend substantially parallel to the front portion 51 of the support structure 41. The deformable elements 91 of the impact-absorbing structures 101 absorb the energy transmitted by the bars 94, which are substantially parallel to the respective side portions 52 of the support structure 41.
Conveniently, the bag 142 of each airbag 141, carried by the subframe 131, is automatically inflated in case of impact of the vehicle 1 with the ground G and further protects the occupant O.
In particular, while being automatically inflated, the bag 142 of each airbag 141, carried by the respective bracket 151, is interposed between the occupant O, in particular head and torso of the occupant O, and a respective front pillar 12a. Preferably, the bags 142 of the airbags 141 are interposed between the occupant O, in particular head and torso of the occupant O, and the plurality of windowed areas 22 while being automatically inflated. Conveniently, the occupant O, in particular head and torso of the occupant O, is contained between, and substantially held in position by, the seat 21 and the bags 142 of the airbags 141 while being automatically inflated.
In view of the foregoing, the advantages of the roof safety assembly 31 and the vehicle 1 according to the invention are apparent.
In particular, the roof safety assembly 31 allows to improve safety and robustness of the vehicle 1 by minimising deformation of the cabin 5 and the risk of injury to the occupant O.
In case of impact of the vehicle 1 with the ground G, i.e. in case of rollover, the impact-absorbing means 42, which surround at least a portion of a perimeter of the support structure 41, allow to absorb the energy transmitted by the impact of the cabin 5 with the ground G, thus reducing the energy transmitted to the support structure 41 and in turn to the cabin 5.
In particular, the deformable elements 91 allow to absorb energy by deforming. Conveniently, the accordion-shaped elements 92 allow to absorb energy quickly and gradually, by progressively closing. The connecting means 93 allow to transmit energy to the two deformable elements 91, so that both deformable elements 91 can absorb energy, by ensuring better contact with the ground G. This is especially useful if the soil is soft.
Conveniently, the two impact-absorbing structures 101 allow to effectively absorb energy in case of side rollovers (also known as "roll-on-side") since they surround, respectively, the two side portions 52 of the support structure 41.
In particular, the coupling elements 111, the intermediate elements 121 carried by the coupling elements 111, the deformable elements 91 carried by the intermediate elements 121, and the bars 94 connecting the deformable elements 121 jointly allow to absorb the energy transmitted by the impact of the cabin 5 with the ground G, thus reducing the energy transmitted to the support structure 41 and in turn to the cabin 5.
Conveniently, the bag 142 of each airbag 141, carried by the subframe 131, allows to further protect the occupant O in case of impact of the vehicle 1 with the ground G.
In particular, while being automatically inflated, the bags 142 of the airbags 141 prevent the occupant O, in particular head and torso of the occupant O, to impact with the front pillars 12a and preferably with the plurality of windowed areas 22, thus avoiding direct collision of the occupant O with hard points inside the cabin 5. This is especially useful if the operator O is unbelted.
Furthermore, the roof safety assembly 31 can be integrated on the cabin 5 of an existing vehicle 1 unprovided therewith, thus acting as a retrofit.
The roof safety assembly 31 allows to minimise damages to the cabin 5 in case of rollover.
Furthermore, after the rollover, only the roof safety assembly 31 or only some components thereof may be damaged. Conveniently, only the roof safety assembly 31 or only the damaged components thereof need to be replaced.
Preferably, the roof safety assembly 31 is detachably connected to, i.e. detachable from, the pillars 12. Therefore, if only the roof safety assembly 31 is damaged, the roof safety assembly 31 can be detached from the pillars 12 and replaced.
Preferably, the impact-absorbing means 42 are detachably connected to, i.e. detachable from, the support structure 41. Therefore, if only the impact-absorbing means 42 are damaged, the impact-absorbing means 42 can be detached from the support structure 41 and replaced.
In particular, each impact-absorbing structure 101 is detachably connected to, i.e. detachable from, the support structure 41. Therefore, if only the impact-absorbing structures 101 are damaged, the impact-absorbing structures 101 can be detached from the support structure 41 and replaced. Conveniently, if only one impact-absorbing structure 101 is damaged, such impact-absorbing structure 101 can be detached from the support structure 41 and replaced.
Preferably, the subframe 131 is detachably connected to, i.e. detachable from, the support structure 41. Therefore, if only the subframe 131 is damaged, the subframe 131 can be detached from the support structure 41 and replaced.
It is clear that modifications can be made to the described roof safety assembly 31 and vehicle 1 which do not extend beyond the scope of protection defined by the claims.
For example, the shape of the components may be different from that described.
The support structure 41 may be non-hollow, e.g. shaped similarly to a roof, and/or the region R may have a more complex shape.
The impact-absorbing means 42 may completely surround the perimeter of the support structure 41.
The connecting means 93 may comprise a plurality of bars 94 configured to connect the two deformable elements 91, e.g. if the two deformable elements 91 are connected to different portions of the support structure 41. For example, the two deformable elements 91 may be connected to the respective side portions 52 of the support structure 41 and the connecting means 93 may comprise three bars 94 which connect the two deformable elements 91, i.e. a first bar 94 and a second bar 94 which are connected, respectively, to the two deformable elements 91 and a third bar 94 which is connected to the first bar 94 and the second bar 94.
The one or more airbags 141 may be directly carried by the support structure 41.

Claims

Roof safety assembly for a cabin of a work vehicle, comprising a support structure (41) configured to be connected to the cabin (5) and impact-absorbing means (42) configured to absorb energy in case of impact of the vehicle (1) with ground (G), wherein the impact-absorbing means (42) are configured to be carried by the support structure (41) and surround at least a portion of a perimeter of the support structure (41).
Roof safety assembly as claimed in claim 1, wherein the support structure (41) defines a region (R) and the impact-absorbing means (42) extend externally to said region (R).
Roof safety assembly as claimed in claim 1 or 2, wherein the support structure (41) defines a longitudinal axis (B) and comprises a front portion (51) intersecting the longitudinal axis (B) and two side portions (52) extending from opposite sides with respect to the longitudinal axis (B), wherein the front portion (51) is configured to be connected to a front portion (61) of the cabin (5) and the two side portions (52) are configured to be connected to respective side portions (62) of the cabin (5), the impact-absorbing means (42) being configured to surround at least one of the two side portions (52) of the support structure (41).
Roof safety assembly as claimed in claim 3, wherein the support structure (41) comprises a frame (71) substantially shaped as a quadrilateral, the front portion (51) of the support structure (41) substantially corresponding to a front edge of the quadrilateral and the two side portions (52) of the support structure (41) substantially corresponding to side edges of the quadrilateral connected to the front edge.
Roof safety assembly as claimed in any of the preceding claims, wherein the impact-absorbing means (42) comprise two deformable elements (91), each deformable element (91) being configured to be connected to the support structure (41).
Roof safety assembly as claimed in claim 5, wherein each deformable element (91) comprises an accordion-shaped element (92).
Roof safety assembly as claimed in claim 5 or 6, wherein the impact-absorbing means (42) comprise connecting means (93) configured to connect the two deformable elements (91), the connecting means (93) being more rigid than the deformable elements (91).
Roof safety assembly as claimed in claim 7, wherein the connecting means (93) comprise a bar (94).
Roof safety assembly as claimed in any of claims 5 to 8, wherein the impact-absorbing means (42) comprise two impact-absorbing structures (101), each impact-absorbing structure (101) comprising two of said deformable elements (91) .
Roof safety assembly as claimed in claim 9 when dependent on claim 3 or 4, wherein the two impact-absorbing structures (101) are configured to surround, respectively, the two side portions (52) of the support structure (41).
Roof safety assembly as claimed in claim 10 when dependent on claim 8, wherein each impact-absorbing structure (101) comprises said bar (94), the bar (94) of each impact-absorbing structure (101) extending substantially parallel to the respective side portion (52) of the support structure (41) .
Roof safety assembly as claimed in any of claims 9 to 11 when dependent on claim 4, wherein each impact-absorbing structure (101) comprises two coupling elements (111) corresponding to respective corners of said quadrilateral and configured to be connected to respective ends of the respective side portion (52) of the support structure (41).
Roof safety assembly as claimed in claim 12, wherein each impact-absorbing structure (101) comprises two intermediate elements (121), each intermediate element (121) being interposed between one of said coupling elements (111) and one of said deformable elements (91).
Roof safety assembly as claimed in claim 13, wherein each intermediate element (121) extends substantially parallel to the front portion (51) of the support structure (41).
Roof safety assembly as claimed in any of claims 12 to 14, wherein each coupling element (111) is configured to be connected to a respective pillar (12) of the cabin (5).
Roof safety assembly as claimed in any of claims 9 to 15, wherein each impact-absorbing structure (101) is detachable from the support structure (41).
Roof safety assembly as claimed in any of the preceding claims, comprising a subframe (131) configured to be carried by the support structure (41), and one or more airbags (141) configured to be carried by the subframe (131).
Roof safety assembly as claimed in claim 17 when dependent on claim 2, wherein the subframe (131) extends internally to said region (R).
Roof safety assembly as claimed in claim 17 or 18, wherein the subframe (131) comprises two brackets (151) configured to carry, respectively, two of said airbags (141).
Roof safety assembly as claimed in claim 19 when dependent on claim 3 or 4, wherein the two brackets (151) are convergent towards the front portion (51) of the support structure (41).
Work vehicle comprising a cabin (5) and a roof safety assembly (31) as claimed in any of the preceding claims.
Work vehicle as claimed in claim 21, wherein the cabin (5) comprises a plurality of pillars (12) and a roof (14), the roof safety assembly (31) being interposed between the pillars (12) and the roof (14).